WO2018224058A1

WO2018224058A1 - A system of wheel suspension for motor vehicles and/or airplanes

Info

Publication number: WO2018224058A1
Application number: PCT/CZ2018/000023
Authority: WO
Inventors: Michael VALÁŠEK; Jan VÍT
Original assignee: Čvut V Praze, Fakulta Strojni
Priority date: 2017-06-07
Filing date: 2018-05-29
Publication date: 2018-12-13
Also published as: CZ2017327A3

Abstract

The invention concerns a system of wheel suspension for motor vehicles and/or airplanes with a suspension mechanism for attaching a wheel and attached to a frame, where suspension mechanism (1) arranged in plane (3) of the suspension of wheel (6) is connected to straight line mechanism (2) arranged in plane (4) of the straight line mechanism through spherical joint (5) and attached to frame (10), whereas plane (3) of the suspension of wheel (6) makes a sharp angle with plane (4) of the straight line mechanism. The plane of wheel (6) is perpendicular to or parallel with plane (3) of the suspension of wheel (6). Suspension mechanism (1) involves at least one parallelogram and straight line mechanism (2) at least one rotating arm connected to the parallelogram through spherical joint (5) and attached to frame (10) through a rotational joint. In the system with a plane of wheel (6) perpendicular to plane (3) of the suspension of wheel (6), suspension mechanism (1) involves at least one parallelogram in a plane perpendicular to plane (3) of the wheel suspension consisting of arm (110 ) and spherical joints (19) and (111).

Description

A system of wheel suspension for motor vehicles and/or airplanes Technical Field of the Invention

The invention concerns a system of wheel suspension for motor vehicles and/or airplanes with a suspension mechanism for attaching a wheel and attached to a frame.

State-of-the-art

At present one can find a variety of different systems for wheel suspension and, above all, a large number of their specific embodiments according to a particular application. To make it simpler, these suspension systems can be divided into several categories. From the point of view of kinematics the most suitable criterion seems to be a number of serially arranged inserted elements comprising a kinematic chain from a wheel to a vehicle frame. The number of these elements considerably influences properties of such a suspension.

A basic stage of this development is an insertion of one member between a wheel and a frame, which can be generally called a suspension with one inserted member. An actual arrangement can be basically realized only in two embodiments, i.e. on the basis of a cylindrical (linear) or rotational linkage between a frame and an inserted member to which a wheel is attached through a rotational linkage. Suspensions comprising a rotational linkage between a frame and an inserted member, in this case a halfaxle, are still used today in a form of a swing, angular or crank axle. A dominant property of the suspension with a cylindrical (linear) linkage is a purely linear motion of a wheel and a zero deflection change at the expense of considerable bending stress. On the contrary, in a case of a rotational linkage the dominant properties include a motion of a tire contact surface with a road in relationship to a frame in a transverse or longitudinal direction (or their combination) (Hetteen, Allan. Off- road vehicle wheel suspension, U. S. Patent No 3,653,455, 1972).

Inserting another element into the mechanism between a frame and a wheel can be considered a next development stage. In this case the chain consists of: a frame - a system of arms or struts - a pitman - a wheel. Mechanisms comprising rotational (spherical) linkages and mechanisms comprising linear linkages can be also distinguished here. In practice the suspension is realized using various combinations of five elements (each element takes one degree of freedom off), so that a mechanism with one degree of freedom is formed allowing a vertical motion of a pitman representing a spring action. The theory of the suspension incorporating five elements is described in detail in (Milliken, William F.; Milliken, Douglas L. Race car vehicle dynamics, Warrendale: Society of Automotive Engineers, 1995). The most typical example of this suspension is a trapezoidal suspension with two arms (each represents two elements) and one control arm, the McPherson suspension (MacPherson, Earle S. Wheel suspension for motor vehicles, U.S. patent No 2,660,449, 1953) with a bottom arm (2 elements), a strut (2 elements) and a control arm or a five-element suspension containing five separate arms. All of these mechanisms include elements connected to a frame and to a pitman through a couple of spherical linkages or a combination of a spherical and rotational linkage. Due to the existence of at least one element that is connected to a frame and to a pitman through a spherical linkage, a dominant property is still a circular motion. Particular points of a pitman and also of a wheel in this suspension perform a circular motion, or more precisely a motion along a common spatial curve with a finitely big momentary radius of a trajectory in all positions. At a spring action, as a result of a motion along curved trajectories a transverse and longitudinal move of a wheel occurs, or a deflection change or a change of a convergence.

The last development stage is adding at least one more element into the system. The chain consists of: a frame - a system of arms (always at least two serially arranged) - a pitman - a wheel. This arrangement allows getting away from the circular motion and choosing a wheel motion independently within a far broader area. Considering a suspension that comprises particularly two main arms (an upper one and a lower one) between a frame and a pitman, by adding more inserted elements we can modify the upper one, the lower one or both the arms. The following patents show application of more inserted elements in the upper arm area. The patent (ORTON, Kevin R. High performance automobile suspension, U. S. Patent No 5,324,056, 1994) describes an inserted element with a linear linkage to a frame, the motion of which is derived from the both lower arms of the entire axle. The patent (PORSCHE, F. Independent Front Suspensions, UK Patent No. 1239724, 1971) describes an inserted element with a rotational linkage to a frame, the motion of which is derived from the lower arm. More inserted elements in the lower arm area are described in the patent (CHRISTENSEN, Assar. Wheel suspension for wheeled vehicle, U. S. Patent No 7,950,680, 2011) and also in the patent (KROPFL, Peter; SCH1MPL, Walter. Rear-axle suspension for motor vehicles involving the use of longitudinal and transverse links, U. S. Patent No 7,338,057, 2008.), in which a couple of lower arms for both wheels of one axle are replaced by one common arm connected to a frame through other elements. Considering a suspension that involves McPherson strut and one lower arm, one more member can be inserted both to the lower arm area and to the McPherson strut area. These variants are described in the following patents: AKIRA, H. Strut Type Suspension, Jap. Patent No. 6328707, 1988; AKIRA, H. Strut Type Suspension, Jap. Patent No. 2155813, 1990; SANTO, Toshiyasu. Strut type suspension. U. S. Patent No 4,995,633, 1991.

In specific cases the circular motion can be partly eliminated even without other inserted elements. The patents: WAGNER, J. Todd. Zero roll suspension system, U. S. Patent No 6,550,797, 2003.; HARRIS, Trevor L. Rear wheel suspension for a bicycle and bicycle equipped therewith, U. S. Patent No 5,452,910, 1995.; VENTON- WALTERS, Roy. Modular metamorphic vehicle, U. S. Patent No 8,376,077, 2013. All these solutions are based on planar mechanisms transformed into spatial ones, where it is more difficult to satisfy conditions that are favourable on a plane.

The aim of this invention is to create a solution, where a wheel suspension mechanism enables a long wheel movement in the vertical direction with a straight motion without a change of an inclination and with limited forces acting in the mechanism. This is a solution applicable for both motor cars and airplanes.

Subject Matter of the Invention

A subject matter of a system of wheel suspension for motor vehicles and/or airplanes with a suspension mechanism for attaching a wheel and attached to a frame lies in that the suspension mechanism arranged on a plane of the wheel suspension is connected to a straight line mechanism arranged on a plane of the straight line mechanism through a spherical joint and attached to a frame, whereas the wheel suspension plane makes a sharp angle with the straight line mechanism plane. The wheel plane is perpendicular to or parallel with the wheel suspension plane. The suspension mechanism involves at least one parallelogram and the straight line mechanism at least one rotating arm connected to the parallelogram through a spherical joint and to the frame through a rotational joint. In a system with the wheel plane perpendicular to the wheel suspension plane the suspension mechanism involves at least one parallelogram on a plane perpendicular to the wheel suspension plane consisting of one arm and three spherical joints. Particular alternative arrangements of the system of wheel suspension for motor vehicles and/or airplanes are described in examples of embodiment and claims.

Overview of Figures in Drawings

In the attached figures there are schematic depictions of the wheel suspension system according to the invention, where

Fig. 1 A general embodiment is depicted,

Fig. 2 One of possible variants of a wheel suspension with tilting of the suspension

mechanism,

Fig. 3 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 4 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 5 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 6 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 7 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 8 One of possible variants of the straight line mechanism,

Fig. 9 One of other possible variants of the straight line mechanism,

Fig. 10 One of other possible variants of the straight line mechanism,

Fig. 11 One of other possible variants of the straight line mechanism,

Fig. 12 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 13 One of other possible variants of a wheel suspension with tilting of the suspension mechanism,

Fig. 14 One of other possible variants of a wheel suspension with tilting of the suspension mechanism. Examples of the Embodiments of the Invention

Fig. 1 shows a schematic depiction of a system of wheel suspension for motor vehicles and/or airplanes. Suspension mechanism I of wheel 6 is arranged on plane 3 in the basic rest position; when moving, a motion of spherical joint 5 transfers to a motion of wheel 6.

Straight line mechanism 2 ensures a motion of spherical joint 5 along a vertical or approximately vertical straight line on plane 4. Plane 3 makes sharp angle a with plane 4. A plane of wheel 6 is perpendicular to plane 3. Suspension mechanism I and straight line mechanism 2 are attached to frame 10. Spherical joint 5 connects suspension mechanism I together with straight line mechanism 2.

Suspension mechanism i is designed as a planar mechanism on plane 3 but its spatial arrangement, especially if excluding overdetermination, allows its partial deflection from plane 3 when moving. Straight line mechanism 2 is also designed as a planar mechanism on plane 4 but its spatial arrangement, especially with stereostatic certainty, allows its partial deflection from plane 4 when moving.

Suspension mechanism I has three degrees of freedom, straight line mechanism 2 has one degree of freedom, after connecting together through spherical joint 5 the resulting mechanism of the system of wheel suspension for motor vehicles and/or airplanes has one degree of freedom. The advantage of these mechanisms is that a favourable property of suspension mechanism 1 coming from plane 3 is ensured in space by a motion of straight line mechanism 2 coming from plane 4. So a problem of a transformation of suspension mechanism i from a planar mechanism to a spatial mechanism is ensured by an activity of the second straight line mechanism 2 and vice versa.

A function of the device is as follows: spherical joint 5 moves approximately along a straight line owing to straight line mechanism 2. This motion is transferred by suspension mechanism i into a motion of wheel 6. A plane of wheel 6 is either perpendicular to plane 3, as evident e.g. in Fig. 2, or parallel with plane 3, as evident e.g. in Fig. 7.

Fig. 2 shows a schematic depiction of one of embodiments of a system of wheel suspension for motor vehicles and/or airplanes as depicted in Fig. 1. Suspension mechanism 1 is based on a parallelogram consisting of arms \i, l^, j , l& connected together by spherical joints is, 5, and rotational joint l^. Suspension mechanism i is attached to a frame through rotational joint 1±. Arm Is carries wheel 6 of a motor vehicle and/or airplane. Parallelism of a plane of wheel 6 with arm I2 and lg is ensured by a parallelogram with arm iio and spherical joints 1& in, h positioned in a plane perpendicular to plane 3. Straight line mechanism 2 is based on rotating arm 22, the end point of which moves along a circle approximating a straight line for smaller angles of the rotation. Straight line mechanism 2 is attached to a frame through rotational joint 2j_ . Suspension mechanism I is connected to straight line mechanism 2 through spherical joint 5. A spring and a shock absorber for ensuring a function of spring suspension of a wheel are not depicted in the scheme.

If marking a centre of spherical joint 5 as A point, a distance of A point from a rotation axis of rotational joint 2 as ai and a distance of A point from a centre of spherical joint l^ as a₂, then deflection of A point is

dzA stands for a value of a vertical motion of A point. Deviation AAy from a position of A point towards the rest of the mechanism in y direction is dependent only on a value of the previous deviation ΔΑ_Χ, not on a motion in a vertical direction, thus

Even though deviation Δ_Αγ in y direction projects itself into a motion of wheel 6 multiplied in a certain rate, which arises from the parallelogram principle, this effect can be minimized by a proper selection of the mechanism dimensions.

Fig. 3 shows a similar mechanism as depicted in Fig. 2, but with a mutual replacement of spherical joint and rotational joint l^. Again, the parallelism of a plane of wheel 6 with arms 12 and 1& is ensured by a parallelogram with arm ljo and spherical joints 1& in, ii.

Fig. 4 shows another embodiment of the mechanism as depicted in Fig. 2, but the parallelism of the plane of wheel 6 with arms lg and is is ensured by McPherson system positioned in plane 3 or in a correspondingly parallel plane, so through spherical joint Π_, linear guide 8, 9 and a parallelogram with arm ljo and spherical joints in, 7 positioned in a plane perpendicular to plane 3.

Fig. 5 represents a different solution. Here suspension mechanism I comprises an upper part of a parallelogram of the suspension mechanism consisting of arms h and ie and a lower part of a parallelogram of the suspension mechanism consisting of arms l_i2 and l , which are independently connected to frame 10 through rotational joints l_i and ! . These two parts are connected together through arms J and iw and spherical joints 5, l _ and in, lis. The parallelism of a plane of wheel 6 with arms 1& ii4, Iz, hi is ensured by a parallelogram with arm Jjo and spherical joints 12, in, b; positioned in a plane perpendicular to plane 3.

Fig. 6 shows a similar solution as depicted in Fig. 5.Suspension mechanism I is created by an upper part of a parallelogram of the suspension mechanism consisting of arms 1¾ and l^ and a lower part of a parallelogram of the suspension mechanism consisting of arms l_i2 and l±, which are independently attached to frame 10 through rotational joints jj_. and in. These two parts are connected together through arms is and j. and attached spherical joints lj and 1₁₇, lis- Arms and Is are doubled by arms ii6 and I with spherical joints n and l^. Straight line mechanism 2 consisting of arm 2 is attached to arms Ij6 and i through spherical joint 5. The parallelism of a plane of wheel 6 with arms i§, ii8, ii4_» il, iia is ensured by a parallelogram with arm o and spherical joints Jjj, in, hj positioned in a plane perpendicular to plane 3.

Fig. 7 shows the mechanism as depicted in Fig. 2, where a plane of wheel 6 is parallel with plane 3 of parallelogram I2, l^, is, which does not require a mechanism for maintaining the parallelism of the plane of wheel 6 with arms and i§. In this mechanism the tilting of arm I4 is not transferred to tilting of the plane of wheel 6.

Fig. 8 shows a schematic depiction of another straight line mechanism 2 in a spatial arrangement with excluding the overdetermination, where the mechanism has one degree of freedom only with specific dimensions. Arm 2 carrying spherical joint 5 is both connected through rotational joint 2 , arm 2 and rotational joint 2j_ to frame 10 and through spherical joint 2s, arm 2g and spherical joint 2j to frame 10. Fig. 9 shows a schematic depiction of another straight line mechanism 2 in a spatial arrangement with excluding the overdeterrnination. Arm ¾ carrying spherical joint 5 is connected to frame 10 both through rotational joint 23, arm 22 and rotational joint 2χ and through spherical joint 2s, arm 2δ and spherical joint 2 ·

Fig. 10 shows a schematic depiction of another straight line mechanism 2 in a spatial arrangement with excluding the overdeterrnination. Arm d carrying spherical joint 5 is connected to frame 10 both through rotational joint 2_ _, arm 2a, and rotational joint 2d. ^m through spherical joint 2s, arm 2^ and spherical joint 2d·

Fig. 11 shows a schematic depiction of another suspension mechanism 1 in a spatial arrangement with excluding the overdeterrnination. It incorporates two parallelograms connected together. One parallelogram consists of arms l^, 4, Ls, jj linked together through spherical joints l^, \ and rotational joints I3, ii, 1≤. The second parallelogram consists of arms I2, in, iio, i linked together through spherical joints in, 5, J_i3 and rotational joints h , i9. Suspension mechanism 1 is attached to frame 10 through a common rotation axis of rotational joints ii and I9. Arm lj. carries wheel 6 of a motor vehicle and/or airplane and arms lio and lj2 are connected to spherical joint 5. With regard to tilting of arms I the plane of wheel 6 must be parallel with plane 3 of the suspension mechanism.

Fig. 12 shows a schematic depiction of an arrangement of the wheel suspension mechanism as depicted Fig. 7 modified in order to tilt the wheel suspension mechanism, which is desirable for airplanes so as to place the wheel suspension mechanism into an aircraft fuselage or wing. In this case the mechanism tilting can be ensured by rotating around rotational joint 13 on a common axis attached to frame 10, to which rotational joint 1± of suspension mechanism 1 is connected. Rotational joint 13 is firmly fixed to the axis of rotational joint li, which is not attached to frame 10 as in Fig. 7. Rotating in rotational joint 13 is controlled by an actuator that is not shown in Fig. 12. This can be either a rotary electric motor in the axis of rotational joint 13 or some hydraulic struts acting around the axis of rotational joint 13_.. After tilting the mechanism out or in, the motion in rotational joint 13 is braked. Depicted here is the general position of the axis of rotational joint 13. towards the axis of rotational joint Jj_. This position can be coaxiality, parallelism, concurrency, skewness. Fig. 13 shows a schematic depiction of another arrangement of the wheel suspension mechanism as depicted Fig. 7 modified in order to tilt the wheel suspension mechanism, which is desirable for airplanes so as to place the wheel suspension mechanism into an aircraft fuselage or wing. In this case the mechanism tilting can be ensured by rotating around rotational joint 13 in a common axis attached to frame 10, to which rotational joint 2^ of straight line mechanism 2 is connected. Rotational joint 13 is firmly fixed to the axis of rotational joint 2^, which is not attached to frame as in Fig. 7. Rotating in rotational joint 13 is controlled by an actuator that is not shown in Fig. 13. This can be either a rotary electric motor in the axis of rotational joint 13 or some hydraulic struts acting around the axis of rotational joint 13. After tilting the mechanism out or in, the motion in rotational joint 13 is braked. Depicted here is the general position of the axis of rotational joint 13 towards the axis of rotational joint 2i. This position can be coaxiality, parallelism, concurrency, skewness.

Fig. 14 shows a schematic depiction of the mechanism arrangement as depicted in Fig. 13, where, instead of rotating around rotational joint 13, the wheel suspension mechanism tilting into an aircraft fuselage or wing is ensured by sliding in linear guide 14 in a general axis positioned on frame 10, to which rotational joint 2i is attached. The move in linear guide 14 is controlled by an actuator that is not shown in Fig. 14. This can be either a rotary electric motor with a motion screw or some hydraulic struts acting on linear guide 14. After tilting the mechanism out or in, the motion in linear guide 14 is braked. Depicted here is a general position of the axis of linear guide 14 towards the axis of rotational joint 2j_. This position can be coaxiality, parallelism, concurrency, skewness.

The invention is designed particularly for large movement range of spring action of a wheel suspension of a motor vehicle and/or airplane with small deviations from a rectilinear move of a wheel.

Where this application refers to parallelism and perpendicularity, this means also approximate parallelism and perpendicularity, because various inaccuracies of manufacture or larger movements of the mechanism lead only to an approximate fulfilment of these geometrical conditions.

All variants described above can be combined one with another. The system is equipped with a necessary number of springs and absorbers in order to ensure the spring function of a wheel suspension and with actuators to ensure the tilting function for the wheel suspension. The system can be computer controlled, if needed.

Claims

Patent Claims

1. A system of wheel suspension for motor vehicles and/or airplanes with a suspension mechanism for attaching a wheel and attached to a frame characterized in that suspension mechanism (1) arranged in plane (3) of the suspension of wheel (6) is connected to straight line mechanism (2) arranged in plane (4) of the straight line mechanism through spherical joint (5) and attached to frame (10), whereas plane (3) of the suspension of wheel (6) makes a sharp angle with plane (4) of the straight line mechanism.

2. The system as described in Claim 1, characterized in that a plane of wheel (6) is perpendicular to or parallel with plane (3) of the suspension of wheel (6).

3. The system as described in Claims 1 and 2, characterized in that suspension mechanism (1) involves at least one parallelogram and straight line mechanism (2) at least one rotating arm connected to the parallelogram through spherical joint (5) and to frame (10) through a rotational joint.

4. The system as described in Claim 3 with a plane wheel (6) perpendicular to plane (3) of the suspension of wheel (6), characterized in that suspension mechanism (1) involves at least one parallelogram in a plane perpendicular to plane (3) of the wheel suspension consisting of arm (1 io) and spherical joints (19) and (I n).

5. The system as described in Claims 1 to 4, characterized in that a plane of wheel (6) is perpendicular to plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (1₂, 1₄, 1₆, Is ), where arms (1₂) and (U) are linked together through rotational or spherical joint (1₃), whereas the second end of arm (1₂) is attached to the frame through rotational joint (11) and the second end of arm (1₄) is attached to wheel (6) through rotational or spherical joint (I7) and arms (1₆) and (1₈) are linked together through spherical joint (5) and the second end of arm (1 ) is attached to arm (1₂) through spherical joint (I5), whereas arm (1₈) is firmly fixed to wheel (6) and through spherical joint (I n), arm (1₁₀) and spherical joint (I9) connected to arm (I4).

6. The system as described in Claims 1 to 4, characterized in that a plane of wheel (6) is perpendicular to plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (1₂, I4, 16, ), where arms (h) and (U) are linked together through rotational or spherical joint (h), whereas the second end of arm (1₂) is attached to the frame through rotational joint (11) and the second end of arm (1₄) is attached to wheel (6) through rotational or spherical joint (1₇) and arms (1₆) and (1₈) are linked together through spherical joint (5) and the second end of arm (1₆) is attached to arm (1₂) through spherical joint (I5), whereas arm (1₈) is firmly fixed to wheel (6) and through rotational joint (1₇), spherical joint (111), arm (110) and spherical joint (I9) connected to arm (I2).

7. The system as described in Claims 1 to 4, characterized in that a plane of wheel (6) is perpendicular to plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (1₂, 1₄, 16, I s ), where arms (I2) and ( ) are linked together through rotational or spherical joint (I3), whereas the second end of arm (h) is attached to the frame through rotational joint (li) and the second end of arm (1₄) is attached through rotational or spherical joint (I7) to linear guide (8), (9), placed in the frame through spherical joint (11), and to wheel (6), whereas linear guide (8) is connected to arm ( ) through spherical joint (I n), arm (ho) and spherical joint (I9).

8. The system as described in Claims 1 to 4, characterized in that a plane of wheel (6) is perpendicular to plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (1₂, I4, 1₆, Is ), where arm (1₄) is connected to arm (1₂) through rotational joint (I3) and arms (I 12) and (I 14), where arm (1₁₂) on its opposite end is attached to frame (10) through rotational joint (113) and arm (114) is attached to arms (1₁₂) and (I2) through spherical joints (I 12) and (I n), whereas arm (1₈) is connected to wheel (6) and to arm (1₄) both through spherical joint (1₇) and through arm (ho) connected to arm (1₈) and to arm (1₄) through spherical joints (hi) and (I9).

9. The system as described in Claim 8, characterized in that rotational joint (I5) is connected to spherical joint (I21), which is connected through arm (1ΐό), parallel with arm (1₆), to spherical joint (5), which is connected through arm (lis), parallel with arm (1₈), and through spherical joint (1₂₃) to spherical joint (1₇).

10. The system as described in Claims 3 to 4, characterized in that straight line mechanism (2) consists of triangular arm (24), one vertex of which is connected to spherical joint (5), the second vertex to rotational joint (2₃) and the third vertex to spherical joint (2₅), whereas rotational joint (2₃) is connected to frame (10) through arm (2ΐ) and rotational joint (2i) and spherical joint (2s) is connected to frame (10) through arm (2₆) and spherical joint (2₇).

11. The system as described in Claims 3 to 4, characterized in that straight line mechanism (2) is connected through arm (2₄) to spherical joint (5) and to rotational joint (2₃), spherical joint (2₅) is arranged between rotational joint (2₃) and spherical joint (5), whereas rotational joint (2₃) is connected to frame (10) through arm (2.2) and rotational joint (2i) and spherical joint (2₅) is connected to frame (10) through an arm and spherical joint (2₇).

12. The system as described in Claims 3 to 4, characterized in that straight line mechanism (2) is connected through arm (2₄) to spherical joint (5) arranged between rotational joint (2₄) and spherical joint (2₅), whereas the rotational joint is connected to frame (10) through arm

(2₂) and rotational joint (2\) and spherical joint (2₅) is connected to frame (10) through arm

(2₃) and spherical joint (2₇).

13. The system as described in Claims 1 to 3, characterized in that a plane of wheel (6) is parallel with plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (1₂, , , Is ), where arms (1₂) and (1₄) are linked together through rotational joint (1₃), whereas the second end of arm (1₂) is attached to the frame through rotational joint ( ) and the second end of arm (1₄) is attached to wheel (6) through spherical joint (1₇) and arms (1₆) and (1₈) are linked together through spherical joint (5) and the second end of arm (1₆) is attached to arm (1₂) through spherical joint (1₅), whereas one end of arm (1₂) is connected to frame (10) through rotational joint (11).

14. The system as described in Claim 13, characterized in that suspension mechanism (1) and/or straight line mechanism (2) are connected to frame (10) through one or two rotational joints or a rotational joint and a linear guide, whereas the axis of the rotational joint or linear guide connecting suspension mechanism (1) and/or straight line mechanism (2) to the frame is coaxial or concurrent or skew to the rotational joint axis connecting straight line mechanism (2) and/or suspension mechanism (1) to the frame.

15. The system as described in Claims 1 to 3, characterized in that a plane of wheel (6) is parallel with plane (3) of the suspension of wheel (6) and a parallelogram of suspension mechanism (1) consists of four arms (b, U, 16, U ), where arms (1₄) and (1₆) are connected to wheel (6) through spherical joint (Is) and arms (1₂) and (1₈) are connected to spherical joint (5) through spherical joints (l n) and (I n), whereas arm (b) and arm (Is) are attached to frame (10) through rotational joint ( ) and rotational joint (I9) with a common rotation axis.